IMAGE  EVALUATION 
TEST  TARGET  (MT-3) 


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7 


Photographic 

Sciences 

Corporation 


23  WEST  MAIN  STREET 

WEBSTER,  NY.  14580 

(716)  872-4503 


CIHM/ICMH 

Microfiche 

Series. 


CIHM/ICMH 
Collection  de 
microfiches. 


Canadian  Institute  for  Historical  Microreproductions  Institut  Canadian  de  microreproductions  historiques 


1980 


Technical  and  Bibliographic  Notes/Notes  techniques  et  bibliographiques 


The  Institute  has  attempted  to  obtain  the  best 
original  copy  available  for  filming.  Features  of  this 
copy  which  may  be  bibliographically  unique, 
which  may  alter  any  of  the  linages  in  the 
reproduction,  or  which  may  significantly  change 
the  usual  method  of  filming,  are  checked  below. 


L'Institut  a  microfilm^  le  meilleur  exemplaire 
qu'il  lui  a  6X6  possible  de  se  procurer.  Les  details 
de  cet  exemplaire  qui  sont  peut-dtre  uniques  du 
point  de  vue  bibliographique,  qui  peuvent  modifier 
une  image  reproduite,  ou  qui  peuvent  exiger  une 
modification  dans  la  mdthode  normale  de  filmage 
sont  indiqu6s  ci-dessous. 


y 


Coloured  covers/ 
Couverture  de  couleur 


I      I    Covers  damaged/ 


D 


D 
D 
D 


D 


Couverture  endommagde 


Covers  restored  and/or  laminated/ 
Couverture  restaurde  et/ou  pellicul6e 


□    Cover  title  missing/ 
Le  titre  de  couverture  manque 

□    Coloured  maps/ 
Cartes  gdographiques  en  couleur 


L~l    Coloured  ink  (i.e.  other  than  blue  or  black)/ 
-J    ^ncre  de  couleur  (i.e.  autre  que  bleue  ou  noire) 


Coloured  plates  and/or  illustrations/ 
Planches  et/ou  illustrations  en  couleur 


Bound  with  other  material/ 
Reli6  avec  d'autres  documents 

Tight  binding  may  cause  shadows  or  distortion 
along  interior  margin/ 

La  reliure  serree  peut  causer  de  I'ombre  ou  de  la 
distortion  le  long  de  la  margo  int^rieure 

Blank  leaves  added  during  restoration  may 
appear  within  the  text.  Whenever  possible,  these 
have  been  omitted  from  filming/ 
II  se  peut  que  certaines  pages  blanches  ajout^es 
lors  d'une  restauration  apparaissent  dans  le  texte, 
mais,  lorsque  cela  6tait  possible,  ces  pages  n'ont 
pas  6^6  filmdes. 


D 
D 
D 

D 

n 


Coloured  pages/ 
Pages  de  couleur 

Pages  damaged/ 
Pages  endommagdes 

Pages  restored  and/or  laminated/ 
Pages  restaurdes  et/ou  pellicul^es 

Pages  discoloured,  stained  or  foxed/ 
Pages  ddcolories,  tachetdes  ou  piqu6es 

Pages  detached/ 
Pages  d^tach^es 

Showthrough/ 
Transparence 

Quality  of  print  varies/ 
Quality  in^gale  de  I'impression 

Includes  supplementary  material/ 
Comprend  du  matdriel  supplementaire 

Only  edition  available/ 
Seule  Edition  disponible 

Pages  wholly  or  partially  obscured  by  errata 
slips,  tissues,  etc.,  have  been  refilmed  to 
ensure  the  best  possible  image/ 
Les  pages  totalement  ou  partiellement 
obscurcies  par  un  feuillet  d'errata,  une  pelure, 
etc.,  ont  6t^  filmdes  d  nouveau  de  faipon  d 
obtenir  la  meilleure  image  possible. 


n 


Additional  comments:/ 
Commentaires  suppl^mentaires: 


This  item  is  filmed  at  the  reduction  ratio  checked  below/ 

Ce  document  est  film^  au  taux  de  reduction  indiqud  ci-dessous. 


lOX 

14X 

18X 

22X 

26X 

30X 

/ 

12X 


16X 


20X 


24X 


28X 


32X 


The  copy  filmed  here  has  been  reproduced  thanks 
to  the  generosity  of: 

izaalc  Walton  Killam  Memorial  Library 
Dalhousie  University 


L'exemplaire  film6  fut  reproduit  grflce  i  la 
g6n6rosit6  de: 

Izaak  Walton  Killam  Memorial  Library 
Dalhousie  University 


The  images  appearing  here  are  the  best  quality 
possible  considering  the  condition  and  legibility 
of  the  original  copy  and  in  keeping  with  the 
filming  contract  specifications. 


Les  images  suivantes  ont  6t6  reproduites  avec  le 
plus  grand  soin,  compte  tenu  de  la  condition  et 
de  la  nettetd  de  l'exemplaire  film6,  et  en 
conformity  avec  les  conditions  du  contrat  de 
filmage. 


Original  copies  in  printed  paper  covers  are  filmed 
beginning  with  the  front  cover  and  ending  on 
the  last  page  with  a  printed  or  illustrated  impres- 
sion, or  the  back  cover  when  appropriate.  All 
other  original  copies  are  filmed  beginning  on  the 
first  page  with  a  printed  or  illustrated  impres- 
sion, and  ending  on  the  last  page  with  a  printed 
or  illustrated  impression. 


The  last  recorded  frame  on  each  microfiche 
shall  contain  the  symbol  ^^  (meaning  "CON- 
TINUED"), or  the  symbol  V  (meaning  "END"), 
whichever  applies. 


Les  exemplaires  originaux  dont  la  couverture  en 
papier  est  imprim6e  sont  film6s  en  commenpant 
par  le  premier  plat  et  en  terminant  soit  par  la 
dernidre  page  qui  comporte  une  empreinte 
d'impression  ou  d'illustration,  soit  par  le  second 
plat,  selon  le  cas.  Tous  les  autres  exemplaires 
originaux  sont  film6s  en  commenpant  par  la 
premidre  page  qui  comporte  une  empreinte 
d'impression  ou  d'illustration  et  en  terminant  par 
la  dernidre  page  qui  comporte  une  telle 
empreinte. 

Un  des  symboles  suivants  apparaltra  sur  la 
dernidre  image  de  cheque  microfiche,  selon  le 
cas:  le  symbole  — »>  signifie  "A  SUIVRE",  le 
symbole  V  signifie  "FIN". 


Maps,  plates,  charts,  etc.,  may  be  filmed  at 
different  reduction  ratios.  Those  too  large  to  be 
entirely  included  in  one  exposure  are  filmed 
beginning  in  the  upper  left  hand  corner,  left  to 
right  and  top  to  bottom,  as  many  frames  as 
required.  The  following  diagrams  illustrate  the 
method: 


Les  cartes,  planches,  tableaux,  etc.,  peuvent  dtre 
film6s  d  des  taux  de  reduction  diffdrents. 
Lorsque  le  document  est  trop  grand  pour  dtre 
reproduit  en  un  seul  clich6,  il  est  film6  A  partir 
de  Tangle  supdrieur  gauche,  de  gauche  d  droite, 
et  de  haut  en  bas,  en  prenant  le  nombre 
d'images  ndcessaire.  Les  diagrammes  suivants 
illustrent  la  mdthode. 


1 

2 

3 

1 

2 

3 

4 

5 

6 

"vT,   tT;    S. 


rTN 


hTAA.upldjU  7^6^  h  ^ 


1 


--^^=^jjpcaf!t>- 


—  «-_c^#^ 


The  Problem  Solved. 


now  TO 


SHORTEN   THE   DISTANCE 


HETVVKKN 


EUROPE  AND  AMERICA, 


V I  A 


BITlliVlI,  mik  SOOTIA, 


TllKHEKY 


Insuring  Greater  Speed  and  Safety  in  the 

Transmission  of  Passengers, 

Mails,  and  Freight. 


/  , 


NEW  YORK: 

HKHiiKAKi*  .*»:   Ml  NKO,  Printers,   18S  VVoosfer  Slreef. 


1877, 


1.1 


ft- 


3: 


-«t- 


m^^' 


H   ".,"■  W%" 


T 


T 


THE  WH[TKHAVRN   ROUTE 


BK-rWEEN 


KUROPK  AND   AMERICA. 


'I'he  problem  of  how  to  shorten  the  passage  of  the  Atlantic 
and  cause  it  to  be  attended  by  the  smallest  possible  degree  of 
danger  has  for  many  years  taxed  the  ablest,  shrewdest  and  most 
far-seeing  business  minds  of  the  world.  Science  and  human  in- 
genuity have  done  much  in  their  way  to  provide,  at  least,  a  par- 
tial solution.  I'he  prt)gress  made  in  ocean  navigation  during 
the  past  ten  or  tifteen  years  is  a  fruitful  source  of  amazement. 
Sailing  vessels  have  been  almost  completely  discarded  by  the 
traveling  public.  Not  many  years  ago  it  was  considered  a  very 
creditable  performance  if  a  steamship  traversed  the  distance 
between  New  York  and  Liverpool  inside  of  fourteen  days.  At 
the  present  time  it  is  not  considered  in  any  way  extraordinary 
and  noteworthy  that  the  Britannic  or  some  other  swift  vessel 
makes  the  trip  from  the  IVlerscy  to  the  Hudson  in  seven  days 
and  thirteen  hours.  It  may  be  safely  asserted,  therefore, 
that  the  enormous  degree  of  speed  attained  has  reduced  the 
time  consumed  in  crossing  the  Atlantic  nearly  50  per  cent.  In 
addition  thereto  the  thousand-and-one  appliances  for  the  pro- 
duction of  comfort  on  steamships  have  .shorn  the  ocean  passage 


~Tir 


of  many  of  its  terrors.  Rich  upholstering,  improved  heating 
apparatus,  choice  viands,  sparkling  wines,  punctual  attendance, 
and  many  other  agencies,  have  made  atonement,  in  a  large  de- 
gree, for  the  sacrifice  of  home  comforts,  which  a  trip  to  Europe 
and  back,  or  ince  versa,  involves.  As  a  natural  consequence, 
passenger  traffic  has  increased  enormou.sly.  Thousands  of  peo- 
ple now  make  ocean  trips,  who,  a  dozen  years  ago,  would  have 
shrunk  with  terror  from  the  attempt.  Every  summer  a  steady 
and  ever-growing  stream  of  wealthy  and  cultivated  people  pours 
down  to  the  steamship  wharves,  and  diffuses  itself  throughout 
the  countries  of  the  Old  World.  The  number  of  visitors  from 
Europe  to  America  is  increasing  very  rapidly.  It  is  one  of  the 
usages  of  fashionable  life  to-day  in  America  to  make  summer 
trips  to  Europe.  Before  many  years  are  over  it  will  be  equally 
fashionable  in  the  Old  World  to  make  a  summer  trip  through 
the  United  States  and  Canada. 

In  view  of  these  facts  the  still  further  shortening  of  the  ocean 
passage  becomes  every  day  more  imperative  and  important. 
Although  immense  progress  has  been  made,  a  great  deal  still 
remains  to  be  done.  The  length  of  the  ocean  passage  has  been 
greatly  diminished,  it  is  true,  but  the  attendant  dangers  have  on 
the  other  hand  increased  rather  than  decreased.  The  extraordi- 
nary length  of  the  steamers  has  weakened  the  power  of  resist- 
ance of  the  hulls  in  case  of  collision,  and  the  remarkable  degree 
of  speed  attained  renders  navigation  in  foggy  weather,  along  the 
coast,  more  dangerous  than  it  ever  was  before.  In  the  way  of 
speed,  very  little  improvement  can  be  expected  hereafter.  It 
is  a  fact  pretty  clear  to  all  observers,  that  the  highest  degree  of 
speed,  consistent  with  safety,  has  been  very  nearly,  if  not  quite, 
attained.     On  rivers,  with  smooth  water,  steamships  often  travel 


at  the  rate  of  twenty  miles  an  hour.  On  the  ocean,  especially 
in  the  vicinity  of  the  coast,  a  higher  rate  than  the  present  one 
of  sixteen  or  seventeen  miles  per  hour  would  inevitably  lead  to 
numerous  and  terrible  disasters.  For  a  further  shortening  of 
the  Atlantic  passage,  and  the  obviation  of  the  dangers  incident 
thereto,  we  must,  as  an  inevitable  consequence,  look  in  another 
direction.  The  distance  to  be  traversed  to  land  passengers  from 
the  Old  World  on  the  shores  of  the  New^  and  vice  versa ^  must  be 
shortened.  To  accomplish  that  result  steamship  communication  of 
the  most  approved  kind  must  be  established  between  the  great  sea- 
ports of  Europe  and  the  most  easterly  steamship  harbor  on  the 
North  American  Continent.     That  harbor  is 

WHITEHAVEN,    NOVA   SCOTIA. 


Whitehaven  is  situated  in  latitude  45  deg.  10  min.  N,  longi- 
tude 61  deg.  10  min.  W.  It  lies  directly  in  the  course  of  ocean 
steamships.  The  tide  of  travel  to  and  from  Europe  sweeps  by 
almost  within  sight  of  it.  The  harbor  is  seven  miles  long,  from 
one-half  to  one  mile  wide,  and  has  a  depth  of  water  ranging 
from  seven  to  twenty  fathoms.  There  are  three  distinct  en- 
trances, directly  from  the  ocean,  called  respectively  the  East- 
ern, Southern,  and  Western  Passages.  Upon  Whitehead  Island 
at  the  entrance,  midway  between  the  Eastern  and  Southern  pas- 
sage, is  a  tower  55  feet  high,  with  a  red  Ight,  flashing  every  10 
seconds,  and  visible  at  a  distance  of  1 1  miles.  //  is  absolutely 
free  from  ice  the  year  round.  Ships  of  the  largest  size  can  easily 
enter  and  depart.  The  approaches  are  carefully  buoyed  and 
beaconed.  The  late  Admiral  Owen,  an  eminent  Engineer,  sent 
by  the  British  Government,  says  in  his  report : 


"  Whitehavkn  is  a  most  splendid  and  commodious  port,  at 
"  the  nearest  available  point  of  North  America  to  England,  its 
"  natural  facilities  greatly  exceeding  those  of  Halifax  or  any 
"  other  point  upon  the  coast.  .  .  .  The  nature  of  the  coast 
**  and  entrances  preclude  the  possibility  of  packed  or  drift  ice 
"  accumulating,  so  that  the  ingress  and  egress  is  always  free  and 
"  open.  ...  In  case  of  fog  the  attainment  of  Halifax  har 
'•  bor  requires  hvcniy  miles  of  pilotage  navigation  ;  for  Whitk 
"  HAVEN  never  more  than  three  or  four.'''' 


Major  Robinson  and  Captain  Henderson,  Engineers  commis 
sioned  by  the  British  Government,  Mr.  Sanford  Fleming,  and 
other  competent  authorities,  bear  unanimous  testimony  to  the 
same  effect. 

The  dist.  ice  from  Wihtkhaven  to  dalway  Bay  or  the  en- 
trance to  Bristol  Channel  is  but  a  trifle  over  2,000  miles.  The 
passage  across  the  Atlantic  would  then  be  easily  accomplished 
by  fast  steamers  in  Jive  days.  All  the  dangers  of  coast  navi- 
gation would  be  obviated  to  passengers.  The  effect  of  such  a 
great  saving  of  time  and  danger,  upon  ocean  traffic,  could  not 
fail  to  be  very  great.  //  would  provide  to  the  public  the  much- 
coveted  boon  of  comfort  and  safety  combined.  Less  than  70  miles  of 
railroad  are  needed  now  to  connect  Whitehaven  with  the  rail 
way  system  of  the  American  Continent,  at  New  Glasgow,  the 
present  terminus  of  the  Intercolonial  Railway.  The  completion 
of  this  short  line  would  place  Whitehaven  in  unbroken  rail 
communication  with  Portland,  Boston,  New  York,  and  the  great 
grain  producing  regions  of  the  Wes*  nd  North-West.  The  rail- 
way time  between  New  York  and  New  Glasgow,  N.  S.,  is  now 
forty  hours.  This  includes  twelve  hours'  travel  at  17  miles  per 
hour,  on  the   European   and  North  American  Railroad,  from 


Bangor,  Me.,  to  St.  John,  N.  IJ.  With  increased  traffic  an  ex- 
press train  traveling  35  miles  per  hour  would  reduce  this  time 
one-half,  and  enable  passengers  to  travel  from  New  York  to 
Whitkiiavkn  —  70  miles  from  New  Glasgoiv — in  thirty  six 
HOURS.  Add  to  this  the  five  days  consumed  in  the  Atlantic 
passage,  and  it  becomes  manifest  that  passengers,  r  ails  and 
valuable  freight  can  be  carried  from  England  to  New  York  in 
SIX  DAYS  AND  TWELVK  HOURS.  This  would  effect  a  saving  of 
twenty-five  hours  upon  the  fastest  time  ever  made  bet^vcen  Liver- 
pool and  New  York — 7  days  and  13  hours  by  the  "  Britannic"— 
and  0/  from  thirty-six  to  forty-eight  hours  upon  the  average  time 
made  by  the  Inman,  Cunard,  or  White  Star  steamers.  The  re- 
sults of  this  vast  step  forward  can  scarcely  be  estimated.  It 
would,  in  brief,  bring  New  York  and  London  two  days'  travel 
nearer  together.  It  would,  by  the  rapid  transmission  of  mail 
matter  facilitate  business  transactions  between  Europe  and 
America  to  a  wonderful  degree.  Passengers  would  as  soon 
think  of  going  from  England  to  France  by  way  of  the  Thames, 
as  they  would  of  goiig  from  Europe  to  America  by  any  other 
than  the  Whitehaven  route. 

The  establishment  of  the  Whitehaven  route  would  open  up 
possibilities  of  commercial  development  too  numerot  j  men- 
tion.    Let  us  briefly  consider  some  of  them  : 

ist. — According  to  statistics  compiled  with  great  care  by 
competent  authorities,  grain  can  be  carried  from  Chicago  to 
Whitehaven,  and  from  thence  to  Europe,  for  thirty  per  cent, 
less  than  via  New  York. 

2d. — Cotton  is  shipped  now  from  the  South  to  New  York, 
placed  in  warehouses  and  re-shipped  to  Europe.     Swift  sailing 


vessels  coming  from  the  South  require  but  three  or  four  days' 
additional  time  to  reach  Whitkhaven,  instead  of  New  York. 
At  the  latter  place  the  cotton  can  be  transferred  to  vessels  go- 
ing to  Europe,  at  an  expense  trifling  as  compared  with  port 
charges,  warehouse  dues  and  other  items  of  outlay  at  New 
York.  The  cost  of  sending  cotton — and  tobacco  as  well — to 
Europe  via  WHirEiiAVKN,  would  be  very  much  less  than  by  way^ 
of  New  York. 

3d. — The  experiment  of  shipping  American  beef  from  New 
York  to  England  by  vast  refrigerators  in  the  holds  of  steam- 
ships is  a  complete  and  very  gratifyinfj  success,  the  time  of 
transit  from  New  York  to  the  market  stalls  in  E'.ngland  occu- 
pying not  less  than  nine  days,  on  the  avdage.  This  profitable 
branch  of  industry  could  be  carried  on  from  Whitehaven  with 
great  facility,  signal  success,  and  enormous  profits.  The  pro- 
jected railway  from  Whitehaven  to  New  Glasgow  traverses  the 
great  agricultural  counties  of  Antigonish  and  Guysborough. 
There  is  not  a  better  belt  of  country  in  North  America  for 
raising  large  quantities  of  cattle  at  a  small  cost.  Pasture  is 
cheap  and  plentiful ;  hay  can  be  bought  at  $10  per  ton.  La- 
bor is  exceedingly  cheap.  Ice  can  be  had  on  the  numerous 
lakes,  in  immense  quantities,  for  a  mere  song. 

There  can  be  no  good  reason  to  doubt  that  with  the  comple- 
tion of  the  Whitehaven  railroad  a  very  large  trade  with  Europe 
in  frozen  meat  will  spring  up,  yielding  large  profits  to  cattle 
raisers,  railroad  owners  and  steamship  owners  as  well. 

4th. — It  is  a  fact  patent  to  every  intelligent  observer,  that 
the  United  States  now  export  more  than  they  import ;  in  other 
words,  they  sell  more  to  Europe  than  tliey  buy  from  it.      This 


tendency  to  an  increase  of  exports  over  imports  is  daily  gath- 
ering strength.  The  reason  lies  near  the  surface.  American 
ingenuity  in  the  production  of  labor-saving  machinery  has  con- 
quered the  obstacles  and  disadvantages  of  European  cheap  la- 
bor. We  are  now  exporting  large  quantities  of  agricultural  im- 
plements, hardware — tools  principally — rilles,  revolvers,  calico 
prints,  and  many  other  articles  in  daily  use.  All  these  things 
can  be  readily  and  profitably  manufactured  in  Nova  Scotia  and 
shipped  to  Europe  via  VVhitf.haven.  The  latter  being  i,ooo 
miles  nearer  to  the  foreign  markets  than  New  York  would  in- 
sure a  very  considerable  reduction  in  freight,  insurance,  »S:c. 
The  materials  ibr  manufacturing  are  easily  obtained.  The  coun- 
try from  New  Glasgow  to  WmrKHAVKN  is  immensely  rich  in 
deposits  of  iron,  copper,  coal,  and  ^old.  The  many  small  streams 
traversing  the  country  in  every  direction  guarantee  abundant 
water  power.  If  steam  power  is  needed  the  coal  mines  of  I'ic- 
tou  County  are  close  at  hand,  in  addition  to  the  unopened  veins 
between  New  Glasgow  and  Whi  fehaven.  Timber  is  plentiful 
and  cheap.  The  labor  of  skilled  mechanics  can  be  secured  at 
from  75  cents  to  $1,25  per  day.  There  is  every  assurance  that 
the  articles  of  export,  above  enumerated,  can  be  profitably  made 
in  Whitehaven  and  its  vicinity,  and  shipped  abroad. 

5th. — Whitehaven  is  the  natural  outlet,  on  the  Atlantic,  of 
Pictou  County  and  its  vast  and  profitable  mining  industries. 
The  collieries  in  the  vicinity  of  New  Glasgow  produce  over 
500,000  tons  per  annum.  While  navigation  is  open  this  coal 
(which  can  be  easily  carried  by  rail  at  all  times  to  Whitehaven) 
is  shipped  from  Pictou  harbor  by  way  of  St.  Lawrence  Bay  and 
the  Strait  of  Canso  to  the  ocean,  and  to  Portland,  Boston,  and 


New  York.  During  several  months  the  Straits  of  Canso  and 
the  Bay  of  St.  Lawrence  are  closed,  however,  by  ice,  and  du- 
ring that  time,  the  coal  sent  from  the  colleries  of  Pictou  County 
would  be  sent  over  the  Whitkhavkn  railroad,  to  be  shipped  at 
the  latter  place  to  its  destination  in  the  United  States,  &c. 

A  railway  from  New  Olasgow  to  WmrKHAVKN  would  easily 
pay  its  running  expenses  from  the  proceeds  of  local  traffic.    The 
country  is  already  thickly  settled.     Pictou,  New  Glasgow,  An 
tigonish,  C.uysborough,  Sherbrooke,  and  other  settlements  along 
the  route  aggregate  a  population  of  not  less  than  20,000  peo- 
ple     With  the  development  of  local  industry,  which  railroad 
communication  always   stimulates,  still   better  earnings   would 
follow.     At  Lochaber,  between  New  Glasgow  and  Whitehaven, 
enormous  deposits  of  copper  have  but  recently  been  discov- 
ered, vidding  40  per  cent,  of  metal,  a  ratio  unsurpassed  in  all 
previous  copper  mining  experience.     At  Whitehaven  itself,  gold 
is  found  ;  some  of  the  surface  quart/,  assayed  at  Boston  yielded 
$108,00  to  the  ton.     Indications  of  oil-springs  near  Whiteha- 
ven are  unmistakable.     Some  of  this  oil  is  pronounced  by  Prof 
Wyckoff,  of  New  York,  to  be  50  per  cent,  stronger  than  the  best 
Pennsylvania  oil  in  illuminating  capacity.     This  oil  would  be 
1,200  miles  nearer  to  the  European  markets  than  Pennsylvania 
oil.     The  granite  resources  of  Whitehaven  and  vicinity  are  in 
exhaustible.     Large  deposits  of  plaster  are  within  20  miles  of 
Whitehaven,  on  Cape  Breton  Island,  and  also  in  the  County 
of  Antagonish.     A  railway,  as  proposed,  between  Whitehaven 
and  the  present  terminus  of  the  Intercolonial,  would,  as  before 
stated,  be   a  trifle  less  than  70  miles  long.     It  can  be   built 
cheaply.     There  is  very  little  cutting  to  be  done.     The  coun- 


'ff 


* 


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try  to  be  traversed  is  an  agricultural  one,  very  level,  and  well 
timbered.  There  are  no  large  rivers  to  cross.  Hence,  expen- 
sive bridges  are  unnecessary.  A  single  track  narrow  guage 
road,  with  the  necessary  switches,  would  be  sufficient  for  sev- 
eral years.  Such  a  road  can  be  substantially  built  and  equipped 
with  rolling  stock  for  $25,000  per  mile  or  $1,750,000  altogether. 
Then,  again,  a  grant  of  land  can  be  secured  from  the  Provincial 
Government.  We  give  the  assurance  safely  that  160,000  acres 
of  crown  land  can  be  obtained  for  the  incorporators  of  the 
road. 

The  enterprise  herein  advocated  cannot  fail  to  be  a  paying 
investment.  As  stated  in  the  foregoing  pages,  the  local  traffic 
will  pay  the  running  expenses. 

The  following  sources  of  revenue  are  then  still  left  to  swell 
the  income  of  the  road  :  ' 

I. — The  carrying  of  grain  from  the  West  to  the  Atlantic  sea 
board  at  Whitehaven. 

2. — The  transportation  of  coal  from  Pictou  County  for  ship- 
ment wa  Whitehaven. 

'  J. — 'I'he  carrying  of  the  European  mails,  landed  at  White 
HAVEN  by  the  steamers,  and  the  mails  from  the  United  States 
sent  to  Whitehaven  for  transportation   on   board  steamships 
bound  to  Europe. 

.  4. — The  transportation  of  throngs  of  travelers,  leaving  the 
steamers  at   Whitehaven   to  continue    their  journey  by  rail, 
thereby  avoiding  the  horrors  of  seasickness  and  the  grave  dan 
gers  of  coast  navigation.  .  , 


k*:*' 


lO 

Little  more  need  be  said  to  prove  that  the  projected  railway 
from  New  Glasgow  to  Whitehaven  would  be  a  veritable  bo 
nanza  to  its  owners.  The  facts  have  been  stated  in  this  pam- 
phlet, without  any  attempt  to  invest  the  subject  with  a  decep- 
tive glamour  by  exaggeration  or  misstatement.  Those  who  have 
faith  in  the  grandeur  of  the  Whitehaven  scheme  invite  a  keen 
and  searching  analysis  of  the  correctness  of  their  claims.  The 
business  interests  of  Europe  demand  the  shortest  and  safest 
mode  of  transit  between  the  two  Continents !  The  maximum 
of  speed  allied  to  the  minimum  of  danger  is  the  desideratum  of 
the  time.  The  Whitehaven  route  will  furnish  that.  It  is  bound, 
in  course  of  time,  to  be  the  great  highway  for  travelers,  mails, 
and  certain  descriptions  of  merchandise,  between  Europe  and 
America.  The  subject  is  now  attracting  a  good  share  of  atten- 
tion from  capitalists  both  in  England  and  America. 

The  North  Star,  an  inHuential  and  responsible  newspaper 
published  at  St.  John,  Newfoundland,  announces  that  a  project 
is  on  foot,  approaching  maturity,  to  establish  a  line  of  steam- 
ships between  Whitehaven  and  Milford  Haven,  in  Wales. 

MiLFORD  Haven  is  pronounced  in  Appleton's  Encyclopedia 
to  be  the  finest  harbor  in  Great  Britain,  in  direct  rail  communi- 
cation with  London,  having  a  deep  water  anchorage  at  low  tide 
equal  to  the  aggregate  of  Plymouth,  Portland,  and  Holyhead. 
It  is  situated  in  Pembrokeshire,  N.  W.  of  the  entrance  to  Bris- 
tol Channel. 

All  desired  information  will  be  gladly  given,  relative  to  this 
magnificent  project,  of  transccndant  importance  to  the  public, 
which  will  and  must  shorten  time  and  distance,  250  miles  above 
the  Halifax  or  any  other  route,  between  Europe  and  America, 


r 


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A 


and  in  the  highest  degree  possible,  advance  the  general  good 
of  both  Continents. 

The  foregoing  facts,  briefly  arranged,  are  respectfully  sub- 
mitted to  business  men  for  their  mature  and  discriminating  con- 
sideration. The  time  for  determined  action  has  arrived,  and 
the  progressive  spirit  of  the  age  gives  good  ground  for  the  be- 
lief that  the  capitalists  of  America  and  Europe  will  find  it  con 
sistent  with  their  interest  to  accord  to  the  Whitehaven  route 
the  importance  and  attention  to  which  it  is  entitled. 

For  further  particulars  through  charts,  &c.,  address 

JOHN    W.    GREVE, 

8  West  Fourth  Street, 

New  York  City. 


